Combined car, train-pipe, and electric coupling.



J. S. DOYLE & F. HEDLEY.

COMBINED CAR, TRAIN PIPE, AND ELECTRIC COUPLING. APPLICATION FILED MAR. 24. 1913.

1%16294- I Patented Feb. 20, 1917.

5 SHEETS-SHEET I.

J. S. DOYLE & F. HEDLEY.

COMBINED CAR, TRAIN PIPE, AND ELECTRIC COUPLING.

APPLICATION FILED mAR.24. 1913.

1x311 111 294, PatentedFeb. 20, 1917.

5 SHEETS-SHEET 2.

J. S. DOYLE & F. HEDLEY. COMBIN ED CAR, TRAIN PIPE AND ELECTRIC COUPLING.

APPLICATION FILED MAR. 24. 1913.

v Patented Feb. 20, 1917.

5 SHEETS-SHEET 3.

INVE/I/TOHS.

WITNESSES i ll J. S. DOYLE & F. HEDLEY. COMBiNED CAR,TRAIN PIPE, AND ELECTRIC COUPLING.

\ I APPLICATION FILED MAR.24| I9l3- L1.,%..

6;? ATTORNEY J. S. DOYLE & F.-,HEDLEY. COMBINED CAR, TRAIN PIPE, AND ELECTRIC COUPLING.

APPLICATION FILED MAR. 24, 19 13- Patentedl Feb. 20, 1917.

5 SHEETS-SHEET 5.

m m 9 C 2, z

l/W/Eli/TOR-S.

[TA/E8858 all j lll JAMES S. DOYLE, OF MOUNT VERNON, AND FRANK HEDLEY, OF YONKEJRS, YORK,

ASSIGNORS TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENN- SYLVANIA, A. CORPORATION OF PENNSYLVANIA.-

COMBINED CAR, TRAIN-PIPE, AND ELECTRIC COUPLING.

Application filed March 24, 1913.

To all whom it may concern:

30 it known that we, JAMns S. DOYLE and FRANK HEDLEY, both citizens of the llnited States, residing, respectively, at Mount Vernon and Yonkers, vin the county of lVestchester and State of New York, have invented a certain new and useful Improvement in Combined Car, Train-Pipe, and Electric Couplings, of which improvement the following is a specification.

This invention relates to car Coupling devices, and also to mechanism for automatically coupling train pipe connections, and electric train line circuits between the cars or other vehicles of a train. One of the features of this present improvement relates more particularly to .a car coupling of the so-called rigid lock type in which hook shaped projections having vertical plane surfaces engage each other by a relative lateral movement and are tightly held by pivoted locking levers, and one of the objects is to provide fluid pressure means for actuating the locking levers to release the couplers.

Another feature relates to the train pipe coupling devices which are carried by the car couplers, the object being to provide improved automatic valvular means for controlling the ends of the pipe sections, in order to perform the functions of the usual angle cocks, when the cars are uncoupled or when they are coupled together. Another object is to provide means for preventing the closing of the valves in the train brake pipe connections when the couplers are accidentally pulled apart in order to permit the escape of air and producean application of the brakes, but at the same time to permit the automatic closing of said valves when they are intentionally uncoupled and separated.

Anotherfeature relates to means for automatically coupling the electric train line circuits between the cars as the couplers come together in the act of coupling, the object being to provide a movable contact carrier with fluid pressure means for actuating the same to electrically connect the corresponding contact fingers of the circuits of adjacent cars.

Still another object is to provide a manually operatedswitch and valve mechanism Specification of Letters Patent.

Patented Feb. 20, rain.

Serial No. 756,469.

upon the end of each car, with proper circuit These and other objects will hereinafter more fully appear from the following description of one form of apparatus embodying the various features of our improve ment, the novel construction and combinations being set forth in the claims.

In the accompanying drawings: Figure 1. is a horizontal section, taken substantially on the line 1-1 of Fig. 4e, and showing two counterpart couplers in the coupled position; Fig. 2, a horizontal section through the hooked portion of the couplers, showing the same locked together; Fig. 3, a side view of the inside or looking face of the coupler; Fig. 4, an outside elevation of one of the couplers complete; Fig. 5, an inverted plan of the coupler with the lower section of the electrical coupling mechanism removed, and showing the fixed contact fingers ofthe electric circuits; Fig. 6, a plan of the lower section of the electrical coupling mechanism showing the movable contact carrier; Fig. 7, a transverse section of the same; Fig. 8, a horizontal section taken on the line S-8 of Fig. 7, and showing the two counterpart electrical coupling sections in coupled position; Fig. 9, a vertical longitudinal section of the same, taken substantially on the line 9--9 of Fig. 8; Fig. 10, a vertical sec tion of the switch box, and valve for manually controlling the releasing operation of the coupler mechanism; and Fig. 11, a diagram of the electric circuits connected through the coupler to the switch boxes of the adjacent ends of two cars coupled together.

According to the construction shown in the drawings, the coupler comprises a main casting or coupler head, 12, adapted to be secured, preferably by a pivotal connection,

13, to the draw bar (not shown) and having a hook shaped projection, 14c, provided with a vertical. plane surface, 15, inclined at an angle to the line of draft and adapted to engage and interlockwith a corresponding surface on the projection of a counterpart coupler by a relative lateral movement when said couplers come together in the act of coupling. Each coupler head is also provided with a movable lock, 16, preferably pivoted as shown, and adapted to bear against a surface, 17 on the outer side of the projection, 14, of the counterpart coupler and hold said couplers securely clamped together when in coupled position, the construction as thus far described being similar to that of prior WVestinghouse Patent No. 7 08,7 47 of September 9, 1902.

According to one of the features of our presentimprovement, fluid pressure means are provided for releasing the lock of the coupler, apreferred construction for this purpose comprising a cylindrical chamber formed in the coupler head and containing a piston, 18, which is connected by a rod, 19, with an arm of the pivoted lock, 16, a spring, 20, acting on tlieback of the piston to normally hold the same and the pivoted lock in its locking position. Fluid under pressure, such as compressed air, may be admitted from a pipe connection, 21, through passage, 22, and port, 23, to the face of piston, 18, to move the same outward against the spring, 20, and actuate the pivoted lock, 16, to its releasing position, as indicated in dotted lines in Fig. 1. Any suitable valve means may be employed for controlling the supply and release of the fluid to and from 'the cylinder.

For the purpose of establishing a connection for the train pipe lines through the coupling, one or more passages 24, communicating with respective pipe connections, 40, may be provided through the coupler head, preferably near the center of the coupling faces, and each having a gasket, 25, mounted in the open end of said passage substantially at right angles to the vertical plane, 15, and adapted to squarely engage the corresponding gasket of the counterpart coupler as the two parts come together in line with the plane, 15. The passages are also provided with valves, 26, for opening and closing said passages automatically, as the couplers come together and separate, said valves having springs, 27, normally tending to seat the same, and stems, 28, extending in line with or parallel with the plane, 15, and projecting through the gasket opening for engaging the corresponding stems of the counterpart coupler when the same arebrought together.

Flexible pipe or hose may be attached to the respective pipe connections, 40, and 21, in order to provide for the movement of the couplers. I

, While it is desirable that the valves should close automatically, and prevent the escape of fluid when the couplers are intentionally released and separated, it is also important, in the case of the train brake pipe, that it should remain open and vent to the atmosphere in order to effect an automatic application of the brakes if the couplers should accidentally be pulled apart as when there is a brealcin-two of the train, and in order to provide for this contingency, a small detent, 29, attached to piston, 30, is mounted in a chamber at the side ofthe valve, 26, and is normally held outward by a spring, 31, to prevent the valve, 26, from closing should the couplers be accidentally pulled apart. In order that the detent may be automatically withdrawn when it is desired to release the couplers and separate the cars, the piston, 30, is normally balanced as to the train pipe pressure in passage, 24, by the leakage thereof around or through a small port, to the space at the back of the piston, from which space a port, 32, communicates with the chamber, 33, of vent valve, 84, actuated by the piston, 35, subject to the fluid pressure admitted to pipe, 21, and passage, 22.

When the two counterpart couplers come together in the act of coupling, the projections, 14, are guided into the corresponding recesses by the inclined surfaces, and there is a relative lateral movement of the couplers suflieient to permit the hook shaped projections to clear each other as they enter the corresponding recesses where they engage and force back the respective locks, 16, against the springs, 20, of the counterpart coupler heads. The projections then move inward and laterally along the engaging surface, 15, to the closed or coupled position in which the locks, 16, spring outward and engage the respective surfaces, 17, of the coupler projections and clamp the same together tightly. During this movement along the surfaces, 15, the projecting stems, 28, of the valves, 26, engage each other in the line of this movement and force said valves, 26, back ofl theirseats to their open positions, at the same time that the gaskets. 25,

seat squarely together forming a fluid tight joint, and opening free communication between the respective sections of train pipe lines on the adjacent cars. In the passage of the train brake pipe connection, the detent, 29, is held out beneath the valve, 26, and the fluid pressure of the train pipe equalizes around the piston, 30, and throughout the port, 32, to the vent valve, 34, which is closed.

When it is desired to release the couplers and separate the cars, fluid under pressure is admitted through pipe, 21, and passage 22, where it acts on the piston, opening the vent valve, 34, and the port, 23, leading into the cylinder of piston, 18 which is vented to 'the atmosphere through port, 32,

valve, 34, and port, 36, whereupon the train pipe pressure forces the piston, 30, and the detent, 29, back to itsretracted position and the couplers are free to be pulled apart. As the couplers separate, the projections slide laterally upon the engaging surfaces, 15, and the valves, 26, are automatically closed upon their seats by the springs, 27, thereby preventing the escape of fluid from the train pipelines. The fluid pressure may thenbe released from the pipes, 21, and passage, 22, whereupon the vent valve, 34, is closed and the piston, 18, "and lock, 16, are returned to the normal locking position ready for being again coupled with another car. If the couplers should be accidentally pulled apart at any time, the detent, 29, preventsthe closing of the valve,

26, in the train brake pipe connection, wherebythe compressed air will be vented to the atmosphere and cause the desired applicationvof the automatic brakes upon the train.' I While various forms of yalve devices for controlling the supply of fluid to, and its release from, the pipe, 21, for releasing the couplers, maybe used, we prefer to emplby a device of the character shown in Figs. '10 and 11, and this feature of our improvement comprises valve means, such as admission valve, 50, for supplying fluid from a suitable source, represented by pipe, 51, to thepipe, 21, and an exhaust valve, 52, for controlling the release from pipe,

2 21, to the atmosphere, the valves being arranged in line with each other,1and having abutting stems so that one valve opens as the other closes, and both being operated by a stem, 53, attached to the core, 54, of the electromagnet or solenoid coil, 55. A spring, 56, normally holds the admission valve, 50, closed and the exhaust valve, '52, open when the solenoidflis deenergized. For controlling the action of the solenoid we provide a switch box, 57, containing a switch lever, 58, having-a handle, 59, and electrically connected at 60, to one end ,of

the magnet coil, 55, while "the 'other end of the coil may be connected by a lead, 61, through an electric coupling between the cars, with the corresponding end "of the magnet coil of the counterpartdevice on the adjacent car, as indicated 'in the diagram, Fig. l1.' The switch box also has a contact, .62, connected by lead; 63, with a a source of current supply, such as a positive tap fromthe car control resistance, 64, and another contact, '65, with a lead, 66, to

i a ground or a negative wire connection through the coupling to the ,adjacent' car.

,The core of the magnet or solenoid is also connected by a rod, 67, with a pivoted arm, 2

68, having a notch or detent, 69, for bold ing the end ofthe switchdever; 58, when the same 'is turned toits vertical position, engaging the contact, 62, for releasing-the locks of thecouplers. spring, 70, norarm, 68, to free the switch arm, 58.

spring, 70, then returns the switch arm to mally holds the switch lever, 58, in its inactive position, as shown in the drawings, in which the couplersare locked together, or in which the locks are in position for coupling. i

When it is desired to release the locks of the couplers, the switch lever, 58, on one of the cars, is thrown to its vertical position, in which it engages contact, 62, thereby energizing the coils, 55, of the solenoids upon the adjacent ends of both cars by currentthrough"wires, 63, 60, 61, on the one car, and through the coupling and wires, 61, 60, switch bar, 58, contact, 65, and lead, 66, on the other car. Bothsolenoids then operate to close exhaust valves,

52, and open the admission ,valves, 50, againstthe springs, .56, and the fluid pressure beneath the valves, thereby supplying fluid pressure to the pipes, 21, and releasing the locks, 16, of both couplers as before described. At the same time, the pivoted arm, 68, is drawn down by the core, 54, of the solenoid and the detent or notch, 69, holds the switch lever in said position until the solenoid is denergized. When the couplers are then separated by ,pulling one car away fromthe other, the circuit, 61, is broken and the coils, 55, are therefore doenergized, whereupon the spring, 56, operates to close valve, 50, open exhaust valve, 52, and raise the solenoid, and the detlent he 1ts normal position in which it engagesthe contact, 65. It will therefore be seen that it is only necessary for the operator to set the switch lever to the unlocking position, and give it no further attention, as it will be automatically returned to its normal position as soon as the cars are separated.

' In order that the control circuits, on the car on which the switch lever is set for releasing the couplers,-ma.y be in proper condition for controlling the car to propel the same, while the control circuit on the adja- 1 cent car is temporarily interrupted, We may provide two additional contacts, 71 and 72, in the switch box, said contacts being connected by a sprin g bar, 73, operated bythe movement of the switch lever to its normal position, and disconnected when the lever is moved to its releasing position. One "of these contacts is connected by lead, 7 4, with a one terminal of theline switch coil, 5, While the other contact, 72, is connected by lead,

75, through the coupling with the corre-l" spending contact of 'thecounterpart switch box at the proximate end of the adjacent 'car. .As the other terminals ofthe line switches upon the respective cars are connected by-atrain line circuit, 76, it will be seen that when one of the switch levers is set for releasing the coupler-s, the control circuit through the line switch of that same car will be 'alive and in condition to control the propelling motors to move that caraway fromthe adjacent car on which the circuit to the -line switch is interrupted by the opening of the same at contacts, 71 and 72, of the switch that was thrown. As soon as the cars are separated, eith'ercar may be con trolled in the usual manner.

Another feature of our improvement relates to the electric contact devices for the train line circuits, and means for coupling same between the cars of the train, and for this purpose we provide a'casing which may be formed in two parts, 41 and 42, and secure the same by bolts or otherwise, to the under side of the coupler head in such position that the adjacent ends of the casings upon the counterpart acouplers meet to gether when coupled, 'as indicated in Figs, 8 and 5), of the drawings; In the upper section, 41, of the casing are mounted a plurality of contacts or fingers, 43, preferably arranged in a horizontal row near the outer end of the casing and each connected with a corresponding wire of the cable, 44, 'of train line circuits, as shown more particularly in Fig. 5. Other sets of contact fingers, 45, may be employed for closing certain local circuits upon each car. For the purpose of establishing electrical connection between the respective contact fingers of the counterpart couplers, we provide a contact carrier, 46, preferably in the form of a slide longitudinally movable in the casing, 42, (see Figs. 6 and 7), and having a plurality of sets of contact bars 47, and 48, properly connected, and adapted to engage the respective sets of fixed contact fingers, 43, of the adjacent counterpart couplers when coupled together with one of the slides extended into the casing of the other coupler, whereby the contacts of the movable carrier bridge over the space between said sets of contact fingers, as indicated in Fig. 9, and establish the desired electrical connection. The contact bars, 47 and 48, of 'the different rows are preferably cross connected'on o posite sides-of the center, as indicated 1n diagram in Fig. 6. Other contact bars, 49, are also carried by the slide, 46, in position to establish certain connections between the contact fingers, 45.

The contact carrier may be operated by any suitable means, but according to our improvement we prefer to employ fluid pressure devices operated automatically by the coming together of the two counterpart couplers in the act of coupling, and for this purpose, there may be provided a cylinder, 77, containing ai piston, 78, secured to a lug, 79, on the under side ofthe slide, 46, the supply of fluid to actuate the piston being controlled by "any suitable valve mechanism such as puppet valve, 80, controlling the admission of fluid from pipe, 37,"and passage, 81, to

' gether of the counterpart couplers, the valve,

80, is normally seated-by a spring, 84, and abuts against the stem of the exhaust valve, 83, which is mounted on the stem or rod, 38, which extends longitudinally through the casing, preferably on the center line, and projects a short distance beyond the end of the casing in a position to abut against the end of the corresponding rod of the counter part coupler when the same are brought together in the act of coupling. The exhaust valve, 83 may be slidably mounted on the rod, 38,'with a yieldingspring, 85, located between the same. As the two couplers come together the rod, 38, is forced inward to open the valve, 80, and close the valve, 83, thereby admitting fluid to the piston, 78, to actuate the movable contact carrier to its outerposition in which the train line circuits of the adjacent cars are coupled to gether.

According to the preferred form of this feature of our improvement, the device is designed so that only one of the projecting rods shall yield and be forced inward when the couplers come together, and with this arrangement, the slide, 46, is adapted to occupy a normal intermediate position with its end close to the opening in the casing when the couplers are separated, as indicated in Fig. 6. The slides are normally held in ,this intermediate position by springs, 86 and 87, bearing on the respective follower plates, 88 and 89, which engage a lug, 90, on the under side of the slide, 46, and oppose the movement thereof in either direction from the abutments, 91, of the easing, 42.. The force which opposes the yielding inward movement of the rod, 38, is due to the pressure of the spring, 84, and the fluid pressure acting on the back of the valve, 80, which is of a comparatively large area, and since these conditions are never precisely alike and exactly equal in all respects in any two counterpart couplers, it is evident that one of the valves of said couplers will start to yield before the other thereby cracking the joint of the valve upon its seat, and admitting pressure beneath the same which instantly balances the valve as to fluid pressure and thereby eliminates most of the opposing force. The corresponding rod then readily yields, being forced inward by the projecting rod of the counterpart coupling, and the piston, 78,

its extreme inner position, as shown in Figs.

2. In acol p emma 8 and 9, of the drawing. In this position, the respective sets of contact fingers, 43, of the train line circuits are connected While the local circuits which are closed by con- 5 tacts, 45 and 49', in the intermediate position of the slide, are open.

When the couplers are released and pulled apart, the valve, 80, closes and the slides are automatically returned by the springs, 86 and 87, to the normal intermediate position. Suitable gaskets, 39, may be mounted in the openings of the casings through which the contact carrier moves for the purpose of excluding dust and dirt, and for keeping the contact devices clean. separate, they move away, from each other in the direction of the inclined plane, 15, and in order to accommodate this movement, one corner of each slide, 46, is cut away at the same angle, as indicated at 92, in Fig. 6.

It will now be apparent, from the foregoing description that we have provided an improved and eificientcoupling apparatus by means of which the draft connections, the fluid pressure train pipe lines, and the electric train line circuits are automatically coupled and uncoupled whenever a car is added to or detached from the train oranother car, the only attention necessary on the part of the motorman or operator being to throw the release switch handle when he wishes to detach one of the cars.

The features of our improvement relating to the fluid pressure means for releasing the coupler lock, the train pipe connections, and switch mechanism for controlling the lock release device, are not claimed herein, since the same comprises the subject matter of our divisional application Serial No. 839,507, filed May 19, 1914.

Having now described our invention, what we claim as new and desire to secure by Letters Patent is 1. In a car coupling, the combinationwith a casing containing a plurality of fixed contact fingers connected to the respective electrio train line circuits, of a longitudinally reciprocating slide having corresponding contacts, and means operating automatically upon the ,comingtogether of the counterpart couplers'of adjacent cars to project one of the slides and electrically connect the corresponding fixed contact fingers of the counterpart couplers.

for electric train line circuits, the combination with a casing containing a plurality of, contact fingers connected to the respective circuits, of a longitudinally movable slide carrying corresponding contact bars, and means operated automatically by the coming together of the counterpart couplers of adjacent ears to project one of the slides outward and bridge the space between the sets ofcontact fingers of the counterpart couplers,

When the couplers 3 In a coupling for electric train line circuits, the comblnation with a casmg con- ;taining a plurality of contact fingers conengaging each set of fingers of the counterpart couplersl 4 In a coupling for electric train line circuits, the combination with a casing containing a plurality of contact fingers connected to the respective circuits, of a longitudinally movable slide having some contact bars for connecting certain fingers of the one coupler together in its normal position and other contact bars for connecting certain other fingers with corresponding fingers of a counterpart coupler in its outer position, and means operated automatically by the coming together of the couplers of adjacent cars for projecting said slide to its outer position.

,5. In a coupling for electric train line circuits, the combination with a casing adapted to be supported at the end of a car, and containing a plurality of contact fingers for said circuits, a longitudinally movable slide carrying corresponding contact bars and means for holding the same in a normal intermediate position when the cars are separated, of means operating automatically upon the coming together of the counterpart couplers of adjacent cars to project one of the slides against the slide of the other counterpart coupler, and to connect the corresponding contact fingers of said couplers.

G. In a coupling for electric train line circuits, the combination with a casing con taining a plurality of contact. fingers connected to the respective circuits, of a longitudinally movable slide carrying corresponding contact bars, and fluid pressure actuated means operating automatically upon the coming together of the counterpart couplers of adjacent cars to project one of the slides forward and electrically connect the fingers of the counterpart couplers.

7. In a coupling for electric train line circuits, the combination with a casing con taining a plurality of contact fingers connected to the respective circuits, of a movable contact carrier having contact bars adapted to connect said fingers with corre sponding fingers of a counterpart coupler,

and fluid pressure actuated means operating automatically upon the coming together 1 of the eminterpart couplers of adjacent cars tomove said carrier to its coupled position. 8. In a coupling for electric tram llne cir llO admitting fluid cuits, the combinationwith a casing containing a plurality of contact fingers connected to the respectivecircuits, of a movable contact carrier having contact bars adapted to connect said fingers with corresponding fingers, of a counterpart .coupler, a piston for actuating said carrier, and a valve means operated automatically by the coming together of the counterpart couplers of adjacent cars to control the supply of fluid pressure to said piston;

9. In a. coupling for electric train line circuits, the coinbina ion with a casing adapted to be supported at the end of a car, and containing a plurality of contact fingers connected to the respective circuits, of a movable carrier with contact bars for connecting said contact fingers with the corresponding contacts of a counterpart coupler on the adjacent car, a piston for actuating .said carrier, and a valve for controlling the supply of fluid pressure to said piston.

10. In acoupling for electric train line circuits, the combination with a casing containing a plurality of contacts connected to" the respective circuits, of a longitudinally movable slide carrying corresponding contact bars for connecting said train line contacts with corresponding contacts of a counterpart coupler on the adjacent car, yielding means for holding said slide in a normal intermediate position within the casing, a piston for actuating said slide, and a valve for admitting fluid to said piston to project the slide into the counterpart coupler casing, and against the slide therein to establish electrical connection through said train line circuits.

11. In a coupling for electric train line circuits, the combination with a casing containing a plurality of contacts connected to the respective circuits, of amovable carrier with contact bars for connecting the corresponding contacts of counterpart couplers, means for actuating said carrier, and a yielding project ing stein adapted to engage the corresponding stem of a counterpart coupler and actuated by the coming together of the same to cause the operation of said actuating means upon one of said couplers.

12. In a coupling for electric train line circuits, the combination with a casing containing a plurality of contacts connected to the respective circuits, ofamovable carrier with contact bars for connecting the corresponding contacts of counterpart couplers, a piston for actuating said carrier, a valve for pressure to said piston, and a yielding projecting stem adapted to be-operated by the coming together of the counterpart couplers of adjacent cars to open said valve.

13. In 'a coupling for'electric train line circuits, the combination with a casing conadjacent car corresponding tive position taining a plurality of contacts connected to the respective circuits, of a movable carrier with contact bars for connecting the corresponding contacts of counterpart couplers, a piston for actuating said carrier, a valve for admitting fluid pressure to said piston, and a projecting stem for actuating said valve and adapted to engage the corresponding stem of a counterpart coupler upon an when the couplers come together.

l4. In a coupling for electric train line circuits, the combination with a casing c011- taining a. plurality of contacts connected to the respective circuits, of a movable carrier with contact bars for connecting the correspending contacts of counterpart couplers, a piston for actuating said carrier, valve means for controlling the supply and release of fluid to and from said piston, and a yielding projecting stem adapted to engage the stem of a counterpart coupler upon an adjacent car when the couplers are bro ght together in the act of coupling.

15. In a coupling for electric train line circuits, the combination of a casing, fixed contact fingers mounted therein and con nected to the respective circuits, a movable contact carrier normally held out of operative position, and a fluid pressure mechanism for shifting said contact carrier to its operato establish electrical connection between said fixed contacts and the corresponding fixed contacts of an adjacent car.

16. In an electric train line coupling, the combination with a casing containing a plurality of fixed contacts adapted to be connected to the respective train line circuits, a movable contact carrier provided with corres onding contacts, and yielding means for normally holding the carrier in an intermediate rclease position, of means for projecting said carrier into the casing of the adjacent counterpart coupler to shift the carrier therein and to electrically connect the corresponding fixed contacts of the said counterpart couplers.

17. In an electric train line coupling, the combination with a casing containing a plurality of fixed contacts adapted to be con nected to the respective train line circuits, and a movable contact carrier provided with corresponding contacts and having an intermediate release position, of means for projecting said carrier into the casing of the adjacent counterpartcoupler to shift the carrier therein and to electrically connect the corresponding fixed contacts of the said counterpart couplers, and a spring device iso sponding contacts,

nected to the respective train line circuits, and a movable contact carrier having corresaid contact carrier hav ing an intermediate release position, of means for projecting said carrier to shift the carrier of the adjacent counterpart coupler and to electrically connect the corresponding fixed contacts of said couplers, and a spring device for resisting the movement of the carrier in either direction from its intermediate position.

19. In an electric train line coupling, the combination With a casing containing a plurality of fixed contacts adapted to. be connected to the respective train line circuits, and a longitudinal recipyocatory slide pro- JAMES s. norm. FRANK HEDLEY.

Witnesses:

H. M. NORRIS, (1V. SMITH.

and a spring 

